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Originally posted by GradyPhilpott
If I were you I would join a professional engineering association and network with engineers who are familiar with the patent process. I would say that you should do nothing until you have at least applied for a patent. After that, it would seem to me that marketing would be the most important issue.
Originally posted by MBF
We haven't gotten anywhere in marketing the invention because the manufacturers don't want admit to having the problem that our invention solves and claim that if our invention would work, that their engineers would have already discovered it. Well, it works because we have tried it.
At the present, I am also working on a new boat propeller with another person. A crude prototype has already been made and preliminary tests show a lot of promise for increasing performance over current propellers.
Of the three ideas that I have for energy production, two do not need any fuel.
The other uses a cheap fuel that is abundant, renewable and currently is just being wasted.
I have come up with many inventions that 10-15 years after I came up with them, I would see them being produced and on the market and other people making the millions.
Thanks Grady and Sardion.
Having cruised through its first 100 years with just a few tweaks along the way, the internal combustion engine must now improve radically if it is to survive beyond about 2020.
So let’s focus on one of the petrol engine’s potential saviours: improved flexibility through advanced valvetrain systems, in particular Honda’s i-VTEC design being used on new models including the Civic-based Stream seven-seater, Civic Type R and StepWGN minivan.
The story began more than a decade ago. Concepts for both hydraulic and electromagnetic valve control may have broken out like a rash lately, but Honda’s VTEC (variable valve timing and lift electronic control) made its production debut in 1989 billed as the first system controlling both valve lift and timing.
The reasons for developing something like VTEC have always been compelling. In broad terms, big valves and extreme high-lift camshafts with substantial overlap of inlet and exhaust valves, while essential for top-end power, are not particularly compatible with a dawdle to the supermarket. Multiple valves helped, but what was really needed was an engine that could switch camshafts in mid-stream. Such an engine would deliver the best of both worlds.